Electric car-brake



(No Model.)

0. E. JONES.

ELECTRIC GAR BRAKE.

Nor 324,774. Patented Aug. 18, 1885.

N FEYEns, Pmmmhn hun Washingtnn. D. C.

NlTIED tarts Arnnr rrrcne CHARLES E. JONES, OF CINCINNATI, OHIO.

ELECTRIC CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. $24,774:, dated August18, 1885.

Application filed February 28, 1885.

To aZZ whom it may concern:

Be it knownthat I, OrmRLns E. J ONES, of Cincinnati, Hamilton county,Ohio, have invented certain new and useful Improvements in ElectricGar-Brakes, of which the following is a specification,reference beinghad to the accompanying drawings, in which Figure 1 is an elevation,part section,of the electric winch as it appears looking at one end ofthe car to which it may be attached, A being one of the truck-timbers,and N one of the car-axles; Fig. 2, a transverse section, line 9, of aportion of the outer jacket; Fig. 3, an enlarged section of pole-ring J;Fig. 4, a diagram illustrating the circuits, &c., in a train of sevencars when switched to brakes off; Fig. 5, the same circuits whenswitched to brakes on; and Fig. 6, asimilar diagram showing brakesswitched on to the three front cars of a train broken in two.

In the drawings, A represents one of the usual trucktimbers of a car; B,a housing secured thereto, and carrying bearings for the electricbrake-winch; C, an iron electro-magnet core provided with a centralflange, and with two end flanges, thus forming a double spool of iron,the same being properly wound to form an electro-magnet; D, shaftstightly inserted in each end of the spool, but insulated therefrom by abushing of vulcanized fiber, or the like, the ends of the spool-wiregoing to these shafts; E and F, devices for enabling wires to be putinto electrical connection with the shafts; G, wires connected to thesedevices and serving to transmit to the electric winch its motive currentof electricity; H, nonconducting bushings for the bearings on which thespool-shafts run; I, the spool-jacket of non-magnetic metal, as brass;J, pole-rings of iron encircling the end flanges of the spool; K,cylinder-heads at each end of the spool, fitted to revolve freely. uponor to remain motionless upon the spool-shaft; L, a series oflongitudinal iron armatures arranged stavelike in a peripheral seriesaround the spooland seating with their ends loosely in pockets intheinner faces of the cylinder-heads; M, an outer jacket secured to anduniting the two cylinder-heads and inclosing the spool and 50 armatures;N, one of the car axles; O, a

(No model.)

driving-chain transmitting motion from a chain wheel upon the car axleto a chainwheel fast upon the spool'shaft; I, a wind ing shaft for thebrake chain, and Q a driving chain transmitting motion from achain-wheel upon the hub of one of the cylinder-heads to thechain-wheelupon the winding-shaft.

Note particularly that the drive-chain O communicates motion to thespool-shaft, and not to the cylinderheads, which are loose upon thatshaft.

The operation is as follows: As the car moves, the axle revolves,causing the spoolshaft and spool to revolve, the cylinder-headsandarmatures remaining idle, the armaturcs rubbing lightly upon theperiphery of the spool-j acket. XVhen current is passed through thespool, the armatures are drawn radially into forcible contact with theperiphery of the o spool, and thereupon the cylinder-heads and outerjacket partake of the spools rotation, thus winding the brakechain uponthe winding-shaft and applying the brakes to the car. Vhen the currentis interrupted or taken off, 7 5 the armatures are released from theircontact with the spools, and the cylinder-heads and outer jacket are atliberty to revolve in an opposite direction under the influence of thebrake-springs.

This general structure is not of my invention, my present improvementsrelating simply to details of construction and circuit-connections. aswill be hereinafter distinctly pointed out and claimed. 8

One feature of my invention relates to the polerings J. The spool-jacketI is of nonmagnetic metal, and if it be fitted over the spool-flanges itwould prevent an intimate contact between the spool-flanges and armaotnres and would, therefore, lessen the magnetic result. It thereforebecomes desirable to have the spool-jackets shorter than. the

followed by the flanges. This separable feature of the end flanges wasnot in itself a serious objection in new work, though it involved a verycareful winding of the spool in order that the winding might not becomedisorganized when the flange was not in position. When, however, thespool-flanges and spooljackets became badly worn by use, it becamenecessary to remove the end flanges and replace them by new ones,together with new jackets, at the same time endangering the stability ofthe winding.

By my improvement I reduce the diameter of the end flanges somewhat, andI make up for this reduction by the encircling pole-rings J, which fitneatly upon the spoolflanges. This permits of the ready removal of therings and the jackets and the ready placing of new ones withoutinterfering in any manner with the supports of the winding.

In practice I cast the spool-jacketI of brass upon the pole-rings J,thus making the parts integral; but little fitting is required, it beingonly necessary to bore the ring portion,to bore a trifle of the end ofthe jacket where it fits in the rabbet of the central flange, and toturn the outside of the ring and jacket.

One of these electric winches is placed upon each car. The enginecarries a dynamo or other generator of electricity and an engineersswitch for the control of the brake, and

the entire train, including the engine, is con nected up by three wiresarranged to couple between cars in the usual manner. The circuits willbe understood from the diagrams Figs. 4. and 5, in which- R representsthe electric brake-winches of the separate cars of the train; S, thecaboose or rear car of the train, having some special connections; T,the dynamo upon the engine; U, one of the wires running from the enginethrough the train V, a second similar wire, the electric Winches beingarranged in multiple are in circuit UV; W, a third train-wire runningfrom the dynamo through the train and connected in the caboose with thewire V; X, a double lever-switch in the engine, by which the engineercontrols the brakes; Y, an elecj trio bell on the engine; Z, asimilarbell in the caboose; a, a contact-plate of the switch connected to thesame terminal of the dynamo as the train-wire W; b, a similar plate inconnection with the other terminal of the dynamo c, a similar plateconnected with train-wirc V, and d a similar plate connected withtrainwireU. The bells Y and Z need hardly be referred to as they are notessential, and are simply inserted because they are usually applied.

Normally the switch is in position shown in Fig. 4, the brake-circuitbeing open at d, j

the current all going from b to c, thence to V, Z, W, and Y. The onlyoffice of the current under these conditions is to hold up the armaturesof thcbells Y Z if such bells are used. When the brakes are to beapplied,the switch is turned in the position indicated in Fig. 5, whereit will be seen that the current goes from b to d, thence by U and Vthrough all of the brakes equally and uniformly, thence through Z, W,and Y.

The brake of the first car can receive no preference of current, asthere is no short return-path through it.

In case the train should break in two, as indicated in Fig. 6, theeffect just described would be destroyed, owing to the absence of thedirect connection between'the wires NV and V, which connection wasestablished only in the last car of the train. When this breaking oftrain occurs, the switch being as in Fig. 5, the brakes will receive nocurrent whatever, and the relay-armatures in the engine and caboosewould fall. The rear section of the broken train is now beyond thecontrol of the electric brake, and the engineer can no longer apply thecurrent uniform ly and equally to the cars of the front section. He can,however, throw his switch to the position indicated in Fig. 6, and throwthe current to the brakes of his portion of the train, the front car ofsuch section receiving the most, the proportion of current received byeach car being governed by the usual law that the electro-motive forceis inversely as the resistance; hence the brakes to the rear of thefirst car will receive an amount of current which the resistance of thefirstcarprevents,bcingshort-circuitedthrough that car.

As most of the matter herein shown and described is not original withme, I wish it distinctly understood that I disclaim as original with meall the matter not hereinafter specifically claimed.

The devices through which the wires G are put into electrical connectionwith the spoolshafts are somewhat peculiar in construction but I avoidparticular description of them here, as I contemplate making them thesubject-matter of another patent.

I claim as my invention 1. The combination of the spool G, formed withmetallic end flanges, pole-rings J, encircling the same, and thespooljacket I, formed of non-magnetic metal, substantially as and forthe purpose set forth.

2. The combination of the metallic spool 0, provided with metallic endflanges and a central metallic flange, the pole -rings J, encircling theend flanges of the spool, and the spool-jackets I, of ,brass, secured tothe pole rings by being cast thereto and engaging separately the centralflange of the spool, substantially as and for the purpose set forth.

3. In an electric train brake, the combination, substantially as setforth, of wires U and V, from the engine throughout the train, electriccar-brakes connected thereto in multiple are, a dynamo machine or otherV or with wire U, and at the same time 0011- generator of electricity atthe front of the nect wire V with the first terminal of the gentrain,wire WV, connecting one terminal of erator.

the dynamo or generator with wire V at the 5 rear of the train, and acontrolling-switch CHARLES JONES at the front of the train arranged,substan- Witnesses: tially as set forth, to connect at will with theGRACE BENNETT,

other terminal of the generator with wire WV. H. JONES.

